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Jan. 17, 1928 1,65,G78

` R. PAWLIKQWSM SOLID FUEL INTERNAL C OMBUSTION ENGINE AND METHOD 0F OPERATION THEREOF Filed April 20, 1923 4 Sheets-Sheet l Fmi., f M

Jar; 17, 192s.

R. PWLIKOWSKI SOLID FUEL TNTERNAL COMBUSTION ENGINE AND METHOD 0F' OPERATION THEREOF Filed April 20. 1923 4 Sheets-Sheet 2 wasmau- V165-. FIG- s- Jan. 17, 1928. 1,656,678

R. PAWLMQWSKB SOLID FUEL INTERNAL COMBUSTION ENGINE AND METHOD OF OXERATION THEREOF Filed April 20. 1925 4 Sheets-Sheet 5 Jan. 17, 1928. 656,678

R, PAvs/Llmwsm SOLID FUEL INTERNAL COMBUSTION ENGINE AND METHOD 0F OPERATION THEREOF Filed April 20. 1923 4 Sheets-Sheet 4 latented Jan. 17, 1928.

RUDOLF rawniirowsni,

s sereni' oFFicE.

OE GORLTZ, GERMANY.

y lSOIIJDJF'UEL NTEBNALCUIVIBUSTN .ENGINE AND TJETHD OF OPERATION THEREOF.

Application filed April 20, 192'?j Seria?. No.

lilitherto, considerable ditliculty has been `eXperieiu'ed in the operation of internal combustion engines of the solid fuel type in maintaining a constant supply of the powdered coal or other solid fuel to the coinbustion chamber of the engine, due to colring the coal dust orpowder with air and pro@- viding means for maintaining the coal dust laden air` in continuous agitation whereby the accumulation and messing or calringij of the solid fuel at local points throughout the fuel system is eliminated. l A further object is the provision of a solid fuel internal `combustion engine whcre- :in the fueland air mixture is introduced `into the combustion chambers of the engine by the difference in pressure existing in the fuel feeding system and in the combustion chamber, the delivery of the fuel mixture being further enlarged by the provision of a.r 4 iechanical feeding` device suoli for instance;k

as a screw conveyor;

A further object is the provision in the fuelsystem of means for preventing the ac-` cun'uilation and massing of the powdered solid' fuel at the point of delivery to the combustion chamber of the engine and tov constantly maintain the entire amount of fuel mixture in the system in circulation more thanone cylinder. l

therein.

A further objectisthe provisionin the fuel feeding system of a mechanically driven blower arranged to maintain the fuel miic-f ture in circulation throuiijhout the system. al y* cation between the nozzle 3 and the combun fuel j uilverizer and preheater.

yA further object is the provision of means for igi'nitingl the coul dust at such moment asto insure its complete combustion in the combustion chamber of the motor in the relatively short period ordinarily available un- "duch muy be readily scavenged froiaf GSS/36, and in Germany .anuary 2, 1922.

for effecting the further scavenging of ash and other products of combustion from the combustion chamber.

In the accompanying drawing wherein an approved embodiment of the invention is illustrated Figure l is avertical sect-ion of the improved engine. l

Figij. 2 is an enlarged fragmentary sectional view of the head of the engine taken at right angles to Figure l.

Figs. 3, it, 5 and 6 are enlarged detail views showing the various positions of the valve controlled inlet of the engine.

Fien 7 is a horizontal section taken approximately on the line A--A ofFig. 1L

8 is a vertical sectional view of a modified form of the engine wherein the fuel feeding and mixing `system is located apart from the combustion chamber of the engine. y

' F ig. 9 isa transverse sectional view on the une omi). ing. i.`

Figi'. l() is a fragmentary extended elevation of portion of the interior of the cylinderof the engine.

Figli is a detail sectional view of the pumps and operating means rtherefor forming; part of the scavenging mechanism of the engine.A p

FipgslQ. 13 and 14: are sectional views on respective] y.

y Referringy to the drawing in detail. the `invention isshown as applied to an Ainternal combustion engine of thesngle cylinder type, although it will be understood, the

4same may be readily `applied to engines of The cylinder 2 is provided with a head in which is provided a receiving' chamber or nozzle 3 hav-k ing a plate (i located thereover in which is formed a perforation establishing communil the lines E-F, (ir-Il and J-K, Fig. 1l.,

chamber of the engine are returned through the conduit 12 `to the mill 8, whereas the remainder of the fuel thoroughly mixed with air from the blower 9 is conducted from the separator 11 through the conduit 14 to a receptacle 5 located adjacent the combustion chamber of the engine. The coarser and heavier particles of the powder separat-ed in the separator 11 may also be discharged from the separator externally instead of into the mill 8. rlhe dust passing to the machine will thus be cleaner and contain less ashes because the sorted heavier particles which usually contain mineral and ashes are not ground with tine particles. rlhe conduit 14 is partially enveloped by a heater 13 .by which the fuel and air mixture is heated prelim-mary to its admission to the combustion chamber of the engine.

A surplus quant-ity of fuel circulated in the system which is not required for the normal operation of the engine is returned from the conduit 15 through the receptacle 45 to the mill 8 whereby a closed circuit for the mixture of fuel and air is provided through the mill 3, blower 9, conduit 10, separator 11 conduit 14, receptaclel 5 and conduit 15, and due to .the continual operation ,of the blower 9, the fuel is constantly7 maintained in circulation through this circuit. The hopper 7 is preferably so constructed that a portion of the heat of the engine during `operation vmay be utilized for heating it and the coal passing therethrough while the heating of the device 13 `is effected vby the products of combustion from the engine cylinder 2.

A pulley 1'6 carried by the crank shaft 6 of the engine is utilized to drive the shaft 18 of the mill 3 through apower transmitting belt 17 and .the rotation of the shaft 18 is transmitted to the drive shaft 20 of the blower 9 through a belt 19.

The-receptacle 5 is provided with an air-` tight cover 23 which latten'however, Vis preferably removable tofacilitate access to the interior of the receptacle when occasion requires and the lower extremity of the receptacle vis preferably hopper-shaped and is supported upon a casing 24 mounted upon the cylinder head 25. The casing 24 is provided with cylindrical Vchambers receiving screw conveyors 26 and 27, the lchambers of the screw conveyors 26 and 27 communicating with the discharge end of the receptacle 5.

rlhe two screw conveyors 26 and 27 have corresponding threads but are rotated in opposite directionsso that the unconsumed surplus of the coal dust which is delivered to the inlet of the engineby the conveyor 26, is returned to the receptacle 5 by the conveyor 27.

The screw conveyors 26 and 27 may be op erated by an electric motor or, as suggested in Figure 7, by a turbine 23 located in the eX* haust conduit from the engine and provided with va turbine wheel 29 carried on the eX- operating conveyor or agitating device as the air in this case would escape from the mixture and thus reduce its fluidity, but on the contrary the conveyor should operate at a comparatively high velocity so that the coal particles forced aside by the blades cannottiow back behind them by reason of 'their inertia so asto rapidly produce a slight degree of vacuum behind the blades into which air flows which can be mixed with the coal dust by the gas blades. Y

rlhe nozzle or receiving chamber 3'is separated from the conveyor chambers by a double valve, the respective parts 0f which are opened and closed successively whereby the space lying intermediate the two valves may he utilized for carrying oft the gases of premature explosions in the combustion chamber of the engine and the residue of compressed air.

The two valves are indicated at 32 and 33 and are normally maintained in closed position by springs 34 and 35. The outer valve 32 is in the form of a jacket or annulus and surrounds the inner valve 33. The outer i hollow valve 32 is guided partly by the conveyor casing 24 and partly by the stem 36 of the inner' valve 33. The outer valve 32 is arranged to cover and uncover the openings in adjacent walls of the chambers of the conveyor casing 24 while the inner valve 33 controls communication between said chambersI and the nozzle 3. The annular chamber 37 bet-weon the two valves coninuinicates, when said valves are in closed position, by transverse and longitudinal openings 33 and 39, respectively formed in the stem 36 either with the at-mosphere or with a conduit 40, Fig. 1. rl`hus when the two valves 32 and 33 are closed the chamber 37 is substantially at atmosphere pressure.

The upper extremity of the nozzle or feeding chamber 3 is tapered tovprovide a seat for the valves 32 and 33 and also to insure constant and* unrestricted tlow ot fuel through the chamber when the valves are in open position. The flow of fuel vinto the nozzle is further insured by a conical projection 40 carried by the vinner valve`33 as clearly shown in Figs. 3 to 6. The portion of the valve 33 which actually engages its seat is in the form of a relatively sharp corner or edge which, while insuring against leakage past the valve, minimizes the possibility of accumulation and packing of the lli `a vertical intermediate shaft 108.

` solid matter contained in the fuel on the `of solid fuel which might accumulate, there- Vl i i Operation of both valves 32 and B3 is effected by a rocker arm le which latteris actuated by a cam i6 on the valve actuating shaft l5A The shaft so is driven in any Suitable'manner as for instance, by pairs of :51100 and 107 and by The stem 36 of the valve is actuated directly by gear 4Wheels 104 Yengagement of a collar' thereon with the adjacent extremity of the rocker arm fle, While the movement of the outer or jacket valve 32 is effected by eiigagement of a shoulder'on the `valve 33 vvitli an interi'ial shoulder. 50 of the valve 32 whereby the last mentioned valve is caused to open later than the valve 33, movement of the tvvo valves the outer valve 32 closes in advance of the inner valve 33 "before the openings 38, as shown in Fig. 5, are uncovered.y

Fig. 3 shows both valves in a closed po- `sition; Fig. d shows' the valve partially opened and thev valve 32 closed, the compressed air being forced through the chamber 3, openings 38 and bore 39 of the stem i latter is caused to move upwardly 'to open position. Fig. 0 shows both valves in open position permittingthe iloiv of the fuel mixture into the chamber El as indicated by the arrows.

7 rl`he lift of the valves 52 andv 35 is adV justed by a centrifugal governoris acting through links and levers on an eccentric 4:8 `upon which the rocker arm it is pivotally mounted7 the eccentric i8 being rotatably mounted on a supporting shaft e119.`

The lower extremity of the receiving chamber 3 is enlarged as at and provided `with an annular channel 51 for receiving the igniting medium` for the fuel `mivture coiulucted to said channel through a passage 57. The ignitingy medium is supplied bya pump 53, the piston 54tof which is connected With the shaft Ll5 by a connecting rod 55, the crank pin of the shaft l5 being rvindicated at 5G. A'check valve 58 is preferably located in the conduit? at a point intermediate the pump 53 vandthe cylinder 2. L

During an initial opening; movement of the innerv valve the openings 38 of the stem thereof are partially' uncovered and vWhereas darli@- the closing` the compressed air entering the receivingr chamber 3 is thus allowed to escape through the uncovered openings 38 into the bore 39 of the stem. The openings 38 are thereafter completely closed and the valve 32 taking on the movement of the valve 33 permits the necessary quantity of the fuel mixture to freely pass into the nozzle 8. The solid fuel arriving in the receiving chamber El in a loose aerated condition is deposited. on the screenmember 59 through which it is blovvn into the combustion chamber ofthe cylinder 2 by the air admitted incident to the opening of the air valve 42.

The operation of the air valve #l2 is effected by a rocker arm {3l-b2 actuated by a cam G0 on the shaft 45, the valve l2 being opened against the tension of a .spring (not shown). D

Compressed air is supplied to the valve #l2 by a conduit 4:1 connected with an air compressor K driven by thecrank Shaftv 6 of the engine. e l

Upon closure of the valve 32 the supply of fuel mixture from the conveyor chambers of the casing 24e to thereceiving chamberj is cut off and the possibility of igniting the fuel contained in said chambers due to backtiring1 of the engine through to chamber 3 bustion chamberythe ignition ofthe entire volume of fuel mixture being thus insured. y The valve 33 may be so arranged as to open inwardly toward the combustion chamber of the engine whereby itis retained closed by the internal pressure in the combustion chamber and 'ivl'ien such arrangement is resorted to7 a spring 35 of `less tension may be used than is required when the valve 33 Vopens outwardly inthe manner illustrated in the' accompanying drawing.

The engine may be` simplified by dispensing With the air con'ip'ressor K and conduits 4:1 and valve l2 `and increasing,T the size of the chamber 3 and channel 51 so that 'during the Acompression stroke, a part of the coinpressed air passes from the working cylinder 2 into the receiving chai'nber 3 and is `there minedl with the Vheated gases of the precedinn' explosion. According to this arrangement, the pressure in the receiving` chamber 3 and channell. is l'iinher than that in the combustion chamber and thusthe ignited iii) 'ing the compressed air. f provided for drawing the coal dust from the mill 8 and the shaft 20 of the blower isy charge of fuel mixture is caused to enter the combustion chamber of the engine.

In the modification of the invention illustrated in Fig. 8, the fuel producing and feeding system includes the mill 8 for reducing the coal to a powder which may be driven by an electric motor M, which latter also operates the compressor K for produc- The blower 9 is driven from the shaft `W of the electric motor M by a belt 19. The blower 9 carries the fuel mixture into a storage receptacle 63 which is preferably in the form ofa hopper The hollow stem 67 of the outer valve 32 is telescopically engaged with the hollow stem 36 of the inner valve 33 and works within the depending flange 65 carried by the cover 66 of the storage receptacle 63, a spring 34 being interposed between the valve 32 and the cover 66 for normally maintaining saidvalve in closed position.

The actuating lever '68 for the valve 33 is actuated from the motor shaft W through a cam lgear and pull rod indicated at 69. In order to control the stroke or lift of the valvesY an adjustable wedge 70 is interposed between the collar of the valve stem 36 and the adjacent extremity of the valve lever 68, the adjustment of'said wedge 7 0 being automatically effected by a pressure reducing regulator indicated generally at R.

The lower extremity of the storage receptacle 63 for the fuel mixture communicates `with and is mounted on the upper extremity of a cylinder 71 in which vis mounted a reciprocal piston 73 connected with a crank 72 of the motor shaft W. The timing of the valves 32 and 33 with respect to the movement of the piston 73 is such that', as said valves are closed, the piston moves upwardly in the cylinder, whereas when the valves are opened the piston moves downwardly therein so as to produce the necessary reduction of pressure in the bore of the cylinder 71 to insure drawing of the fuel mixture therein. A valve 7 6 controls the passage of the fuel mixture from the conduit 74 in the cylinder 71 to the conduit 75. The control of the valve 7 6 is effected by a cam 7 7 ofthe motor shaft `W operating a push rod 78 which latter is moved upwardly in opposition to the tension of the spring 79. The valve 76 is also preferably provided with a sharp seat engaging edge to prevent the accumulation and adherence of the solid matter in the fuel mixture on the valve seat. The admission of compressed air to the bore of thev cylinder 71 is controlled by the piston 73, which latter is adapted to uncover the extremity 8U of the conduit 81 for compressed air when said piston is in its lowcrmost position as shown in Fig. 8. The passage of compressed air from the conduit 81 is controlled by a valve 82 operated by a cam 83 coacti-ng with a push rod 84 moved upward in opposition to a spring 85.

1n Fig. 8 the fuel feeding and producing mechanism is shown as connected with only one internal combustion engine cylinder 2 by a. branch pipe a of the supply pipe 7 5, but it may be readily understood that the same may be utilized for supplying any number of cylinders in which case additional branch pipes, such, for instance vas 7 5b, are provided.

In constructing the engine cylinder 2 v'for use in connection with a fuel vproducing and supplying apparatus as shown in Fig. 8, each cylinder is provided with an inlet valve 86 which is normally retained in closed position by a spring 87 working in a cylinder V88 against a head 89 carried by the stem of the valve. The rocker arm 44 coacts with the head plate 89 of the stem of the valve 86 and said rocker arm is adjustably mounted on a shaft 49 and actuatedby a cam on the shaft 45 in the same manner as the engine illustrated in Figs. 1 to 7. The cylinder 2 is also supplied with the igniting medium supplied by the pump 53 and delivered thereto through the conduit 57 to the channel 51. f

During the opening movement of the valve 33 the openings 38 in the stem thereof are covered and subsequently the valve 32 is carried to its open position along with the valve 33. The piston 73 moves downwardly effecting its suction stroke during the period both valves 32 and 33 are open but Vbefore the piston uncovers the extremity 8O of the conduit 81 the valves 32 and 33 are again closed, the valve 32 closing first and thereafter the-valve 33.

According to the arrangement in Figure 8 the fuel producing and feeding system operates entirely vindependent of the engine and only serves' to furnish the fuel necessary for the operation thereof. During the upward stroke of the piston 73 the entire contents of the cylinder 71 arecjccted therefrom and at the same time the inlet for compressed air is covered.

Dueto the independence of operation of vthe engine and fuel vsupplying mechanism it is quite evident that in order to compensate for varying running conditions of the engine it is necessary to regulate the quantity of fuel supplied by the mechanism. According to the invention the desired regulation of operation of the fuel supply mechanism is automatically edected in response to pressure `variations in the fuel supply conduit 75. The regulating device is connected by a branch conduit 89 with the air supply conduit 81 and includes tvvo regulators it and R1. The regulator R includes a'piston 91 subjected on the one side to the pressure existing in the branch conduit 89 and on the other `side to the tension of a spring 90.l The piston 91 is connected With one arm of a bell crank 9-1 the opposite arm of which is connectedl With a Wedge member 70, the respective arms of the bell crank being indicated at 92 and 93.

The other regulator R1 also includes apiston 96 which is subjected to the opposing forces of the fluid pressure existing inthe conduit 89 and a spring 95. The piston 96V is connected With one arm 98 of'a bell crank, the other arm of Which, 99, is connected through a` rod'100 `with an arm 101 of a throttle valve 102.

Vhen, due to any cause Whatever, less than the normal quantity of fuel is required forthe operation of the engine, the pressure in the conduit increases and likewise the pressure in the air supplylconduit 91 increases due to the excessive back pressure in the cylinder 71. Under these conditions the pistons 91-and 96 are forced downwardly against the tension of the springs and thus rocking the bell cranks 92, 93, 98, and 99. The movement of therbell cranks effects7 in one instance, the Withdrawal of the Wedge member 70 and the closure of the throttle valve 102. rlllhe displacement of the Wedge member 70 is proportioned in eX- tcnt to the increase in pressure in the air 'conduits, and the Wedge member 70 thus controls the stroke of the valves 32 and 33l according to `the varying requirements of the engine, While by the complete or partial closure of the valve 102, the admission of air to the compressor K is correspondingly diminished.

lf desired, the valve chamber 103 inthe engine cylinder 2 may be connected by a return pipe (not shown) to the fuel grinding mill 8. Such a pipe is only necessary, however, in instances where the automatic regulation of the valves 32 and 33 in response to pressure variations is dispensed with. It

is essential to operate the machine With a` surplus of fuel over that required for the total consumption of the engine.

Also, insteadof regulating the stroke of" the valves 32 and 33, the stroke of the piston T3 may be varied according to the varying fuel requirements of the engine.

Further, the piston 73 may be dispensed with and in this case much more compressed air is required for the injection of the fuel because at the conclusion of the' `emptying of the cylinder 71 of fuel said cylinder contains a. quantity/of air which must be discharged through the ports 38` and 39 When the valve 33 is opened before the cylinder can be effectively rechargcd'with fuel.

Again referringto Figure 1,`the cylinder 2 is provided with three circulaiseriesof ports, the uppermost series 109 of which is so arranged relative 'to the head of the cylinder that when the pistonis in its uppermost position several of the rings thereof lie above the ports 109. A#kil of the ports 109 communicate With an annular channel 110, check valves 111 being interposed between the ports andthe channel.v The kintermediate series of ports 112 is so located'as to be uncovered when the engine piston is in its 'lovvermost position as indicated in full lines in Fig. 1: The ports112 permit the prooiucts of combustion in the cylinder 2 to escape by Way of the annular channel113 and conduit 114`to the hollow Walls ofthe hopper 7 which la .ter they heat and leffect a preliminary heating ofthe fuel.A

The lovvermost series of'ports-115 remains covered by the piston at all times and they communicate With an annular channel 115 connected by a conduit 117 with the pressure side of a scavenging pump 119, acheck valve 118 being interposed in the conduit A117. The uppermost annular channel 110 is connected by a conduit 120 with the pressure side of asecondscavengingpump v121. A regulating valve 122 being interposed. The last mentioned valve .is opened againsty the tension of a spring 123 by a lever`124c actu-- ated by a cam 125 on zthe shaft e5. p'

In addition to the two scavenging pumps 119 and 121, an air pump 126 is also provided for `thescavenging ports 109, said air pump preferably having its air intakeport connected by al conduit 127 with the main air conduit 4lof the engine, whereby to compress the air admitted to the ports 109 to a greater degree than the pressure existing `in the supply conduit Ll1.

Referring to the details ofthe severalpumps illustrated in Figs. 11 to 111, the several pumps'areprovided `with intake-valves. 128,129, and 130 and Wit-h outlet valves 131, 132, and 133. The pistons of the several p pumps are actuated by eccentrics mounted on ashaft 108, the piston 126 being actuated by an eccentric and the pumps 19 and 21v operated by the cams 138 and 139 respectively. As suggested in Figure 10, the ports of the two series 112 and 115 are preferablyV arranged in staggered relation -to one an-l other. I

Villien the piston of the engine reaches its lowermost position as shown in Fig. 1, the heated products of combustion will escape through the uncovered intermediate series' of uorts 112 andr -)ass tln'oueh the conduit i L 2') 11st into the heatine chambers of the ho iper 7, all solid products of combustion being thus move from, thek wall of the cylinder suchr products of combustion as may accumulate thereon and as soon as the piston reaches the level of they por-t 109, the valve 122 is opened yby the` cam 125 acting on the lever 1211l and the blasts of` air discharged fromthe ports 10,9 discharge all remaining solid and gaseousproducts of combustion through the l main exhaust valve 140 of the engine.

The valve 22 is again opened as the engine piston, during itscompressionlstroke reaches the level of the ports 109, so that the scavenging air under higher pressure than that existing in the engine combustion chamber may enter between the piston and the wall of the cylinder thus preventing solid particles of fuel from entering and settling between the piston and the cylinder wall.y During the working stroke of the piston the valve, 122 is closed.

The pump 121 is, connected through a channel 134 with the-conduit 120 for admitting a small quantity of lubricating oil to the latter which isl distributed over the piston and ringsby the air,entering through the ports 109 prior to the admission of fuel so as to prevent the ash and otherproducts of combustion from entering the-groove in the piston` for the rings.

It will;v be understood that the engine cylinder 2 in the arrangement, shown in Figure 8 may also be provided withtheseries of ports 109, 112, and 115 and the scavenging devices associated therewith as illustrated in detail in` Figs. 1` and 9 to 111.

It will be understood that in my invention as illustrated herein, I introduce a certain amount of air into the engine cylinder directly and I also introduce into said cylinder by way of a receiving chamber, a mixture of air and pulverized solid fuel. The invention also includes means whereby the proportion of these two media (that is, the air introduced into the cylinder directly and the fuel and air mixture introduced via the receiving chamber) may be varied and in the part-icular embodiments shown this variation is obtained :by altering the amount of fuel and air mixture admitted, and particularly by governing the action of the valve which admits such mixture of fuel and air.

Another feature of importance resides in admitting the fuel and air mixture to the receivingvchamber at a time when there is a low pressure or vacuum in the working chamber of the cylinder, and providing a retarder between the receiving chamber and the combustion chamber or working chamber. rIhe object of this retarder is to hold .back temporarilv in the receiving chamber a portion of the fuel contained in the fuel and air mixture while permitting the remainder of said mixture to flow into the combustion chamber during the suction stroke. Thus during such suction strokethe medium` admitted to the combustion chamber will consist chiefiy of air and in any event the proportion of fuel contained therein will not be sufficient to cause spontaneous ignition of the mixture during its subsequent compression in the combustion chamber. At about the end. of the compression stroke an increased pressure is applied to the portion of themixture held back by the retarder and. thus said portion ofthe mixturefis ejected into the combustion chamber. The retarder interposed between the receiving chamber and the combustionchamber may consist in a suitable formation of the walls of the passage which connects the receiving chamber with the combustion chamber, and said retarder may also consist of a screen such, as shown at 59 in Fig. 2, or both of these instrumentalities may be applied jointly as shown in F ig. 2.

The present engine operates the saine, as Diesel type engines, thev ignition being effected by high compression of the fuel, thus dispensing with special ignition devices. The working cylinder of the engine is filled with air thesame as in a Diesel typeengine, the air is compressed and then the fuel, either powdered coal alone or mixed with oil, is introduced into the working cylinder near the end of the compression stroke of the piston.- Due tothe high compressionof the air the temperature in the working ycylinder becomes so high as to cause ignition of the fuel. Most kinds of coal, particularly lignite, also bituminous coal, which contain muchgas ignite immediately on entering the cylinder when coming iu contact with the pre-compressed hot, fresh air. However, there are other kinds of coal, particularly coals which contain a high percentage of ash, which burn too slowly for proper operation of the engine and in using these grades of coal ignition may be accelerated by injecting prior to the introduction of coal, or together with the same, a small quantity of oil into the working cylinder. As well known, the ignition oil is .ignited immediately upon coming in contact with the heated air in the engine to cause complete and rapid combustion of the coal fuel. The portion of the ignition oil is, of course, varied, according to the quality of the coal and its. burning efficiency.

In practice it has been found that it is not moving essential that the screw conveyors 26 and 27 be operated continuously.Without impairing the efficient operation of the engine.

Although it has been generally stated throughout the foregoing specification that coal dust is employed as the fuel for operat ing the engine herein described, it Will he under-stood that the invention is not necessarily restricted to those A particular suhstanees for use as a fuel, but in other such substances that may he reduced to the form of a powder may be used with equal effectiveness` such, for instance, as anthracite, coal, lignite, charcoal, peat, colte and the like.

l. In an internal combustion engine having a combustion chamber, the combination of a container, means fory producing` a loose mixture of air and pulverif/.ed solid fuel and for maintaining a surplus supply of said mixture in the container, means for feeding the fuel mixture into the combustion chambei" from the containerl iii accordance with r tlierequirements of the Working condition of the engine.

2. ln an internal combustion engine, the combination of means for producing and containing a surplus supply of a loose mixtureof air and pulverized solid fuel, means for maintaining said mixture in motion, means for taking out measured 'charges of fuel from the moving mixture in accordance with'the requirements of the operating conditions of the engine, and means for delivering the charges into the combustion chamber. l

3. In an internal combustion engine includinga combustion chamber, the combination of means for producing and containing a surplus supply of loose mixture ofr air and pulverized solid fuel, means for maintaining said loose mixture in motion, a fuel inlet for the combustion chamber interposed' in the path of movement ofthe-fuel mixture, means for taking out measured charges of fuel from the moving mixture ac` cording to the operating conditions ofthe engine, and means for deliveringthe charges into the combustion chamber.

ll'. In an internal combustion engine including a combustion chamber, means for containing a surplus supply of a loose mirture of air and pulverized solid fuel, means for taking4 out measured charges of fuel from the moving mixture in accordance with the Working requirements of the engine, and means for moving and Working the portion of the mixture lying adjacent the last men-- tioned means and means actuated liv fluid pressure to effect operation of the means for and WorkingI the fuel mixture.

ln an internal combustion engine including a couiluistion chamber, the coi'nl'iination of means for producing and containing a surplus supplj,Y of a mixture of air and cluding combustion chamber, moans for,

dryingfsolid fuel, means for disintegrating solid fuel, a conduit'constituting a closed circuit for fuel communicating With the fuel disintegrating means, grading `means for Asolid fuel interposed in said conduit, means for returning coars'eparticles of solid fuel from the grading means to the disintegrating` means, means for introducing` air into said conduit and for maintaining a mixture of air and ifiulverized solid fuel in eirculaf "ft'cn chamber having i io receive fuel mixture passing die conduit, and means for adn'iitting chai s of the fuel mixture from said' conduit to the combustion chamber.

7. ln an internal `eomloustion engine including afvcoinhustion chamber having a fuel inlet, means for pulverizing and uerating solid fuel, means for maintaining the aerated solid fuel inii'iotion past the fuel inlet of the combustion chamber, and means for adn mitting charges of the pulverized` and aerated solid fuel into the combustion chamber.

2S. ln an internal combustion engine including u, combusti-on chamber having a fuel inlet, means for pulverizing and aerating solid fuelv whereby to produce a fuel mix#V ture, means for containing a surplus supply of said fuel mixture, means for Withdrawing fuel from the containing` means, moving it past the fuel inlet of the combustion cham her and returning it to the containing means,

rand means for withdrawing charges of fuel" from the fuel mixture passing the fuel inlet of the combustion chamber for delivery to ythe latter.

cluding a con'ibustion chamber andV a fuel inlet therefor',` means for producing a surplus supply o :i nurture of au' and pulverizeil Solid fuel. means for maintaining said mixture in motion. a. chamber adapted to receive charges of the fuel mixture and adapted to feed the charges into the combustion chamber through the fuel inlet Wherehyto protect the surplus supply aga-inst ignition by the fuel undergoing combustion in the combustion chamber.

11. In an internal combustion engine includin` a combustion chamber having a fuel inlet, means for producing a surplus supply of a mixture of air and pulverized solid fuel, means for maintaining said mixture in mo.- tion, a charge receiving chamberl communicating with the fuel inlet of the combustion chamber, means for delivering the charge from the receiving chamber to the combustion chamber, and means for relieving the pressure existingin the receiving chamber subsequent-to the delivery of a charge ,there` from.

12. In an internal combustion engine including a combustion chamber, means for producing a surplusA supply of a. mixture of air and pulverized solid fuel, a charge receiving chamber, means for delivering charges of fuel mixture from the producing means to the receiving chamber in accordance With the requirements of the Working condition of the engine, and a means connecting the combustion chamber with the receiving chamber adapted to permit passage of the heated gases and air from the coin bustion chamber to the receiving chanioer during the compression stroke of the engine whereby the fuel is ignited in said receivingl chamber and the high pressure results 'in the delivery of the remainder of the fuel mixture in the combustion chamber. i

13. In an internal combustion engine including a combustion chamber, means for producing and containing a surplus supply of air and pulverized solid fuel, means for maintaining the fuel mixture in motion, a charge receiving chamber communicating with the combustion chamber, and means for controlling the admission of the fuel mixture from the containing means to the receiving chamber, said admission controlling means including independently operable controlling members, said controlling members being spaced apart, and means permitting the scavenging of the space between said members. l Y 14. In an internal combustion engine including a combustion chamber, means for producing` a surplus supply of a loose aerated combustible mixture, means for maintaining said mixture in motion, means for conducting the mixture into the combustion chamber, independently movable valve members controlling the admission of mixture to the combustion chamber, means for operating said valve members, and means associated with said operating means to vary the stroke thereof according to the variations in the Working condition of the engine. 15. An internal combustion engine as claimed in claim 14 characterized with the provision of mea-ns associated with the operating means for vai'ying` the time of operation of the valve members.

16. In an internal combustion engine, a combustion chamber, a receiving chamber connected with the combustion chamber,

means for producing a surplus supply of a loose mixture of air and pulverized solidv fuel means for maintainino'v the aerated mixture in continuous motion, means for feeding a measured quantity of the fuel into the receiving chamber, means for admitting a charge of ignitive medium to the receiving chamber andy means adaoted to atomize the.

admitting the fuel mixture and the ignitiony mediun'i into the combustion chamber, said last mentioned means operating to initially ignite the ignitive medium and to proJect the fuel mixture into the combustion cham-` ber through the flame thus produced.

18. In. internal combustion engine, means for producing a surplus supply of a loose mixture of air and a solid fuel means for producing a continuous motion inthe aerated mixture, a distributing conduit, means for feeding the fuel mixture into the distributing conduit, means associated with the distributing conduit for supplying a plurality of points of use for the fuel mixture, and means for 4varying the supply ofthe fuel mixture according to the requirements of the engine.

19. In an internal combustion engine, means for producing a surplus supply of a loose mixture of air and pulverized solid fuel, a plurality of consuming devices for the fuel mixture operating independently of one another, a main conduit and branches connected therewith for supplying the fuel mixture consuming devices, a fuel pump associated With the main conduit for feeding the fuel mixture thereto, and means for varying the rate of delivery of the fuel by the pumping means according to the varying requirements of the ccnsun'iing devices.

20; In an internal combustion engine, means for producing a surplus supply of a loose mixture of air and pnlverized solid fuel, a plurality of combustion chambers, a main conduit for receiving the fuel mixture and for conducting it to the-several combustion chambers, means for controlling the admission of the fuel mixture from the conduit to each combustion chamber, a feed pump associated with the main conduit, means for admitting charges of the fuel mixture from luc the producing means to the feed pump, an air pump connected With the feed pump for delivering the charge of fuel mixture therein into the main conduit, and means for controlling `the delivery of air `from the air pump according to the varying consumption of fuel mixture by the several combustion chambers.

2l. In an internal combustion engine, means for producing a surplus supply of the loose mixture of air and solid fuel, a plurality of consuming devices for the fuel mixture, means for conducting the fuel mixture from the producing means to the consuming devices, an adjustable valve device for controlling the admission of they fuel mixture to the conducting means, means responsive to variations inthe pressure existing in the conducting means for varying the operation of the means controlling the admission of the fuel mixture to the conducting means, the last mentioned means including an air pump adapted to deliver the fuel mixture through the conducting means.

22. An internal combustion engine as claimed in claim 21 characterized by the provision of means responsive to the pressure variations controlling the direction of the air compressor.

y, 23. In an internal combustion engine, means for producing 'af surplus supply of a loose mixture of air` and pulverized solid fuel, a combustion chamber,ineans for conducting the fuel mixture to the combustion chamber, a compressor for feeding the fuel mixture through the conducting means, the mixture producing means including a grinding. mill for the solid fuel, means for dessicating the solid fuel, and means for 'heating `the fuel mixture.

`2li. In an internal combustion engine,

Vmeans for producing a surplus supply of lloose air and pulverized solid fuel, a combustion chamber, a piston adapted to Work with said combustion chamber, means for conducting the fuel mixture to the combustion chamber, means for-injecting a scavenging medium between the Walls of the combustion chamber andthe piston-for scavenging the products of combustion therefrom.

25. An internal combustion .engine as claimed in claim 2li characterized in that the scavenging means includes a pump for compressing the scavenging medium and for delivering it to the combustion chamber under high pressure.

26. In an internal-combustion engine, `a

.cylinder having acombustion chamber, a'

piston mounted in said cylinder, means for supplying a loose mixture of air and pulverized solid fuel to the combustion chamber, means for admitting a scavenging medium to thek cylinder at a point between the cylinder and the wall' of the piston for scavengino` the products of combustion therefrom, an

means for admitting a lubricating medium to the lseavenging medium for admission to the cylinder.

27, ln an internal combustion engine, a cylinder having a combustion chamber, a piston mounted in said cylinder, means for supplying a loose mixture of air and pulverized solid fuel to tl e combustion chamber, said cylinder having an opening in the Wall thereof, means for supplying a scavenging medium under pressure 'to said opening While the piston is moving tliereever between the cylinder and the wall. of the piston.

28. 'In an internal combustion engine, a cylinder having a combustion chamber, a piston mounted in said cylin( means for supplying a loose mixture of air and pulverized solid fuel to the combustion chamber, said cylinder having an opening therein at one point in the length thereof and adapted to receive a fluid scavenging medium, said cylinder having an additional opening therein constituting outlet for the fluid scavenging medium, and means for supplying a fluid scavenging medium under pressure to the .first mentioned openingivhile the piston is moving thereover.

29. ln an internal combustion engine adapted foroperation on pulverized solid fuel, a fuel receiving chamber having portions of the Walls thereof inclined, a valve for controlling the admission of fuel to the receiving chamber, and a conical extension on the valveadapted to Vpartially enter the receiving chamber.

30. 'in an internal combustion engine, a combustion chamber, a receiving chamber for Vfuel communicating with the combustion chamber, said receiving chamber being ladapted. to receive a change of areated pulverized solid fuel, a tivo-part valve controlling the admission of fuel to the receiving chamber, the parts of the valvebeing movablel relative to one another, and means for ej ecting the fuel mixture contained in the receiving chamber into lthe combustion chamber, the last mentioned means operating to drive Voff through the space between the parts of the valve, solid accumulations of fuel and products of combustion from the receiving chamber.

3l. An internal combustion engine as rclaimed in claim 30 characterized by the provision of means interposed between 'the receiving cliamber and the combustion chamber for preventing iassage into- ;tlie llatter `of large pieces of solid fuel.

32. in an internal combustion engine, the combination, with the cylinder having a combustion cliamberand a receiving chamber opening into said combustion chamber, of a conduit opening into said receiving chamber,

means to conduct pulverised solid fuel and air through 'said conduit and into said receiving chamber, means extending the'wholc length of said conduit for stirring the air and fuel moving through said conduit, and means to. deliver the mixture of fuel and air from said receiving chamber into the combustion chamber.

In an internal combustion engine, the combination, with the cylinder having a com* bustion 'chamber and a receiving chamber opening into said combustion chamber, of a conduit opening into said receiving chamber, means to conduct pulverized solid fuel and air through said conduit and into said receiving chamber, mechanically operated means extending the whole length of said conduit for stirring the air and fuel movingI through said conduit, and means to deliver the mixture of fuel and air from said receiving chamber into the combustion chamber.

34. In an internal combustion engine, the combination, with the cylinder having a combustion chamber and a receivingl chamber opening into said combustion chamber, of a conduit opening into said receiving chamber, means to. conduct pulverized solid fuel and air through said conduit and into said receiving chamber, means extending the whole length of said conduit for stirring the air and fuel .moving through said conduit, means to close said receiving chamber as against said conduit, and means operative after closing said conduit for delivering the mixture of fuel and air from said receiving chamber into the combustionchamber.

35. In an internal combustion engine, a cylinder including a combustion chamber, a pis ton mounted in said cylinder, means for introducing air into said cylinder, a receiving chamber opening into the combustion chamber, means for feeding a loose mixture of air and pulverized solid fuel to the receiving chamber, a governed valve controlling the admission of the -loose mixture to the receiving chamber and means for delivering the charge from the receiving chamber to the combustion chamber when the air in the latter chamber is compressed.

86. In an internal combustion engine, .a cylinder including a combustion chamber, a piston mounted in said cylinder, a receiving chamber opening into said combustion chamber, a device for governing the supply of a loose mixture of air and pulverized solid fuel to said receiving chamber, another device cont-rolling the introduction of air into said cylinder, and adjusting means for varying the relative amounts of the two media the supply of which is controlled by said two devices. Y

37. In an internal combustion engine, a cylinder including a combustion chamber, a piston mounted in said cylinder, a receiving Vchamber opening into said combustion chamber, aI device for k,overning the supply of a loose mixture of air and pulverized solid fuel vto said receiving chamber, another device controlling the introduction of air into said cylinder, and adjusting means for varying the action ofthe first-named device, so as to alter the amount of air-and-fuel mixture admitted thereby relatively to that of the air supplied by the second-named device.

38. In an internal combustion engine, a cylinder including a combustion chamber, a piston mounted in said cylinder, a receiving ichamber opening into said combustion chamber, a valve for governing the supply of a loose mixture of air and pulverized Solid fuel to said receiving chamber, a device controlling the introduction of air into said cylinder, and adjusting means associated with said valve to vary the amount of air-andfuel mixture admitted thereby relatively to that of the air supplied by said device.

39. In an internal combustion engine, a cylinder including a combustion chamber, a piston mounted in said cylinder, a receiving chamber opening into said combustion chamber, a device for governing the supply of a mixture of air and fuel to said receiving chamber, another device controlling the introduction of air into said cylinder, and a retarder interposed between the receivimI ychamber and the combustion chamber to temporarily hold back a portion of the fuel contained in said mixture while permitting the remainder of said mixture to flow into said combustion chamber.

4:0. In an internal combustion engine, a cylinder including a` combustion chamber, a piston mounted in said cylinder, a receiving chamber opening into said combustion chamber, a device forgoverning the supply ofa mixture of air and fuel to said receiving chamber, another device controlling the introduction of air into said cylinder, and a retarder interposed between the receiving chamber and the combustion chamber to temporarily hold back a port-ion of the fuel contained in said mixture while permitting the remainder of said mixture to iiow into. said combustion chamber, and a device for applying an increased pressure to the portion of the mixture thus held back and thereby ejecting it into said combustion chamber.

4:1. In an internal combustion engine, a cylinder including a combustion chamber, a piston mounted in said cylinder, a receiving Ychamber opening into said combustion chamber, a valve for governing the supply of a loose mixture of air and pulverized solid .fuel to said receiving chamber, said valve having a relatively sharp edge for engagement with its seat adapted to insure tight closure of the valve, a device controlling the introduction of air into the cylinder, and adjusting means associated with said valve to vary the amount of air-andfuel mixture admitted thereby relatively to that of the lair suppliedby said device.

42. In Van internal combustion engine, a

cylinder including a combustion chamber, a piston mounted in said cylinder, a receiving chamber opening into said combustion chamber, a device for governing the supply of a mixture of air and fuel to'said receiving chamber, another device controlling the introduction of air into said cylinder, and a retarder interposed between the receiving chamber and the combustion Chamber to temporarily hold'back a portion of the fuel c0ntained in said receiving chamber While permitting the remainder of said mixture to flow into said combustion chamber, and a device for applying an increased pressure to the portion `of the mixture thus held back, said device including an air compressor for producing a highly compressed air, and a controlled air admission valve associated with the receiving chamber for the introduction of the air` from thefcompressor into said chamber whereby to convey or transfer the air-'and-fuel mixture into the cylinder.

Y 43. In an internal combustion engine, a cylinder including a combustion chamber, a. piston mounted in said cylinder, a. receiving chamber opening into said combustion chamber, a device for governing the supply of a loose mixture of air and pulverized solid fuel to said receiving chamber When there is a loW pressure in the cylinder, another device controlling the introduction of air into said cylinder, and adjusting means for varying the relative amounts ofthe two media In testimonyvvhereof I hereunto aflix my RUDOLF PAWLIKOWSKI.

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